Railway-traffic-contbolling apparatus



I Can/Jaded MW) wheel or vehicle F. H. NiCHOLSON.

RAILWAY TRAFHC CONTRULLING AP PA'RATUS.

APPLICATION HLED DEC 21. IBIS.

RENEWED JULY I4, 1921.

Patented Feb. 7, 1922 3 SHEETS-SHEH' ll/Il/ llllllll,

1 1, 1712/ flay RENEWED JULY 14, L921 APPLYCATION FILED DEC 2|. 191B.

Patented Feb. 7, 1922.

3 SHLETJSSHEET w e s" s"- l 3 fie INVENTOH W AA M F. H. NICHOLSON. RAILWAY TRAFFIC commoums APPARATUS.

ICATION FILED DEC 21, I918 RENEWED JULY 14. 192i.

Z 93 IT. [L ,E m 10 5 m m m d5 m3 m M P UNITED STATES PATENT OFFICE.

FRANK H. NICHOLSON, OF WILKINSBURG. PENNSYLVANIA. ASSIGNOR TO TIE IE UNIJ'JI SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA,

PENNSYLVANIA.

A CORPORATION OF RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed December 21, 1918, Serial No. 267,773. Renewed July 14, 1921.

Y 'n a! l whom. it may oonoern:

lie it known that I, FRANK H. NICHOL- sox. a citizen of the United States, residing at 'ilkinshurg, in the county of Allegheny and State of Pennsylvania. have invented certain new and useful Improvements in llailway-lrathe-Controlling Apparatus. of which the following is a specification.

My invention relates to railway trailic controlling apparatus, and particularly to speed controlling apparatus for railway cars or trains.

One feature of my invention is the provision of means on a railway vehicle for applying the brakes when a restrictive in dication is received from thetraekway if the speed of the vehicle is above a fixed sub-maximum value. and means for delaying the operation of such apparatus. after the restrictive indication is received. for a distance of vehicle travel which depends on, the speed. the lower the speed the greater being the distance which the vehicle will travel before the brake application occurs.

1 will describe one form of apparatus einhodying my invention. and will then point out the novel features thereof in claims.

In the accompanying drawings. Fig. 1 (two sheets) is a view. partly in section and partly diagranunatic. showing one form of vehicle-carrieil apparatus embodying my in vention. Fig. 2 is a diagrammatic view showing one form of trackway apparatus which may be employed to control the vehicle-carried apparatus shown in Fig. l. and also showing curves illirstratillg the operation of the apparatus shown in Fig. 1 under various conditions.

Similar reference characters refer to si1nilar parts in each of the views.

Referring first to Fig. 1. it is understood that all of the apparatus shown herein. eX cept a contact rail is carried by a railway vehicle. such as a car or locomotive. and that such vehicle is provided with a braking system of the usual fluid pressure' type. The only part of this braking system which is shown in the drawing. however. is the operating handle of the engineers brake 'valve. this part being designated brake valve handle. i tttaehed tothis handle is a cam 2 which controls a valve V. this valve being biased to the closed Specification of Letters Patent.

Patented Feb. 7, 1922.

Serial No. 484,759.

position by a spring 5. The cam is SO designed that valve V is open when the valve handle is in "running, release and lap positions. but closed when the handle is in sci-vice" or emergency position. When the valve V is open, it opens a pipe 6 to atmosphere through a port 7. 6 The reference character V designates a. valve device comprising a larger cylinder 8 and a smaller cylinder9 in axial alignment. The larger cylinder is connected with the equalizing reservoir of the braking system through a pipe 12. and the smaller cylinder 9' is connected with the low pressure side of the feed valve of the braking system through a pipe 13. The larger cylinder contains a piston 10. and the smaller cylinder contains two pistons 11 and 15, all three of these pistons being rigidly connected by a rod H so that they move in unison. Vl hen the brakes are released. the pressure on the low pressure side of the feed valve is, of eoursc. substantially the same as that in the equalizing reservoir, hence at such time the three pistons 10, 15 and 11 are moved to the extreme right owing to the fact that the area of piston 10 is greater than that of piston 11, and because the chamber between pistons 11] and 15 is connectei'l to atmosphere through a port 66. \Vhen a service application of the brakes is made, however. the pressure. in the equalizing ms ervoir is reduced while that on the low pressure side of the feed valve remains substantially the same as before. The relative areas of the pistons are such that when the pressure in the equalizing reservoir is reduced by an amount corresponding to a predetermined hrake application, such as. for example, a reduction of 15 lbs. from its initial pressure, the actual pressure on pis too 11 exceedsthat on piston 10 so that the pistons then move to the left. When the pistons. are at the extreme right, as shown in the drawing, the pipe 6 is opened to cylinder 9 between pistons 11 and 15, but when the pistons move to the left piston 11 covers the port by which pipe 6 enters the valve body and so disconnects this pipe from cylinder 9.

Reference character 16 designates a pi e the right-hand end of which leads into is e upper end of a cylinder 17 which is integral with the easing of the valve device V. The upper end of the cylinder 17 also communicates with cylinder 9 by a port 20 which is so located that it is always between pistons 11 and 15 regardless of the position of these parts. The connection between pipe 16 and port 20 is, however, controlled by a plunger 18 in such manner that when. this plunger is in its uppermost position, as shown in the drawing, it disconnects pipe 16 from port 20, but that when the plunger moves down wardly pipe 16 is opened to port 20 and so to cylinder 9. The lower end of the cylinder 17 is connected with a pipe 21, which is normally closed but which may at times be opened to atmosphere by means hereinafter explained. The plunger 18 is provided with a port 18 of small area, so that normally the same pressure exists on both the upper and the lower sides of this plunger. At such times the plunger occupies its uppermost position owing to the action of a spring 19. If, however, pipe 21 is opened to atmosphere, the pressure on the upper surface of the lunger overbalances the pressure oxerted by the spring 19 so that the plunger moves downwardly and connects pipe 16 with port 20.

Pipe 16 leads to a valve Q, hereinafter explained, which valve is normally open. as shown, so that this pipe is connected with a ipe 4. The latter pipe enters a second va ve Q which is also normally open so that pipe 4 is connected with a pipe 3. This pipe leads to a brake application valve de vice F which is constructed as follows:

The valve device F comprises a chamber 77 in which is a slide valve 78. The slide valve is controlled by a piston 79 which is rigidly connected with the valve and which operates in a cylinder 77" integral with the body of the valve. The valve chamber 77 is constantly connected with the main reservoir of the braking s flfcm through a pipe 81. When the slide valve occupies its ex treme right-hand position, as shown in the drawing, the main reservoir is connected with the supply pipe of the feed valve of the braking system through a pipe 82, so that the brakes are then under the control of the operator of the vehicle; but when the slide valve is shifted to the left it covers the port leading to pipe 82 and so disconnects the feed valve from the main reservoir, whereby the operator cannot then release the brakes by manipulation of his brake valve handle.

B. P. represents pipe opening into the seat on which the valve 0 vicrates. and which pipe leads to the brake pipe of the braking system. \Vhen the slide valve is the position shown, it covers the pipe B. I. so that no automatic application of the brakes can occur. When the slide valve moves to the left, however, a cavity 86 in the slide valve connects the pipe B. P. with an exhaust port 83 so that the pressure in t he bralid pipe is reduced and an automatic application of the brakes occur.

The slide valve 78 and piston 79 are biased to the right by a spring 8U, so that when the air pressures on the two sides of the piston are equal, the slide valve occupies its righthand position. as shown. The air pressures on the two sides oi this piston are equal when pipe 3 is closed, for the following reason: Main reservoir pressure constantly exerted on the righthand side of the Jiston, and the piston is provided with a sum 1 port 79* through which the main reservoir pressure may flow to the lei't hand side of the piston. The left-hand end oi cylinder 77 is normally connected with pipe 3 through a port 90 and a cavity 85 in the slide valve. lv'hen, therefore, pipe 3 is closed, the air pressures on the two sides of the pistons are equal so that the slide valve occupies its right-hand position owing to the influence of spring 80. A i

I will now assume that pipe 16 is opened to atmosphere through valve pipe 6 and valve V, as hercinbefore explained, and that valves Q and Q are open. shown. This causes a reduction in pressure on the lefthand side of piston 79. so that the pressure on the right-hand side of this piston is then sufiicient to move the piston and the slide alve 78 to the left against the action of spring 80. This movement oi the slide valve opens pipe B. P. to atmosphere through the exhaust port 83 and so causes an automatic application of the brakes. This movement of the slide valve also disconnects the feed valve supply pipe 8) from the main reservoir and so removes the control of the brakes from the operator of the car or train. This movement of the slide valve. furthermore. disconnects pipe 3 from port if and connects port 00 with a port F57. which is normally opened to atmosphere through an exhaust port 88. The left-hand end of cylinder T7 is then connected with atmosphere through this exhaust. port. so that the slide valve remains in it left-hand positi n until the orchaust of air from port 87 is discontinued. This exhaust may be discontinued by means of a push button valve 89, which is located in such position on the vehicle as to require that the operator shall leave his cab and descend to the ground in order to operate the valve. It follows, therefore, that once an automatic application of the brakes has occurred. the vehicle must come to a full stop before the brakes can he released. That is. the construction of this valve device F is such that after it has once been moved to brake applying position, pipe 16 may be disconnected from atuios here without affecting the position of the s ide valve 78, and this slide valve can only be returned to its initial position by the operation of the push button 89.

' scribed. is as follows:

As'longas pipe21 is closed, plungenlB remains in uppermost position, so that pipe 16 is closed and no automatic application of thehrakes occurs. .VVhen, however, pipe 21 is opened to atmosphere, plunger 18 moves downwardly so that pipe 16 lsconnected with cylinder 9 of valve device V. If the pistons 10, 15 and 11 of this valve device are in the positions shown, air can flow from pipe 16 into pipe'6, and if valve is open,'the air can pass through this valve and out to atmosphere through port 7. Under such conditions, therefore, the pressure in pipes 16, 4 and 3 is reduced so that an automatic application of the brakes is effected by valve device F. If, however, when pi e 21 is open to atmosphere, the brake va ve handle is in the service or emergency position, valve V is closed so that the exhaust of air fromzpipa 16 is prevented at this point. Furthermore, if the equalizing reservoir pressure has already beenreduced by such an amount as to cause the predetermined service application of the brakes. pistons 10. 15 and 11 will have been moved to the extreme left. therehy disconnecting pipe 6 from pipe 16, so that the reduction of pressure in pipe 16 will be prevented by )iston l1..and valve device F will not he a ected. It will be seen,v there fore, that operation of valve device F is prevented if the brake valve handle is in service or emergency position, or if an application of the brakes of at least the predetermined amount is already in effect; and it will furthermore he seen that it the predetermined service application is already in.

effect, the brake valve handle may he returned to the lap position and the operation of the brake valve device F' will still be prevented.

Pipe 21 leads to a'valve 1) wh 'h is normally closed but which may be opened at times by means hereinafter explained. so that pipe 21 is then opened to atmosphere. As long as valve D is closed. the plunger 18 remains in its uppermost position; whcn, however, the valve T) is opened. pipe 21 is opened to atmosphere. whereupon plunger 18 moves downwardly owing to the reduction in the air pressure on its under side.

It will. of course, be observed that when valve l) is opened, pipe H3 is connected with atmosphere throu zlnthc port 18" and pipe 21. even though piston ll covers the open ing to pipe (3 or valve V is closed. The area of port 13" is so small. however. that -the rate of exhaust through this port is not sufliciem to causc an automatic application of the brakes.

- centrifuge.

The valve D is biased to the closed position by a spring 23 and by the action ofth air pressure in pipe 21 on the under side of the valve.- This valvemay be 0 'ened, however, by the-"action of a cam'iV against a head 24 attachedto the sternof the valve, and when this occurs. pipe 21 iso ned to atmosphere through a pol-L24 in t e valve body. The cam X is shifted in a s ubstafltially vertical path by a speed responsive device C, and in a substantially horizontal path by a device \V which imposes certain speed limits on thevehicle in accordance with traflic conditions in advance; These 'two devices which control cam N will he described separately. e

The speed responsive device C, which, as here shown, is in the form of a centrifilge, comprises a shaft 25' which is journalled in a hearin 26'and which is o-peratively connedted Wl'tl] a wheel of the vehicle through the medium of a gear wheel 22. so that this shaft rotates at a speed which is proportional to the actual speed of the vehicle.-

The shaft 25 is provided with diametrically disposed yokes 25 in which" are pivotully mounted the two bell cranks 27 of the The inner arms of these cranks are slotted to receive a pin 35 passing through a rod 29. which rod is guided by shaft 25 and is free to reciprocate vertically therein. The lower end of rod 28 is provided with an axial recess which receives the upper end of a second vertically disposed r'od 91,,tbe two rods being separated by :1 ball bearing 95. Rod 91 passes freely through guide holes in a bracket 93 which is attached to the frame of the vehicle. and to which bracket the valve D is attached. The lower end ofthis rod controls two valves G and 'G". the structure and function of which will he explained hereinafter.

Rod 91 is-p'rovidcd with a pilr94- whiclr passes through a horizontal slot in the earth I X. The centrifuge (.is biased tothe closed (am-X is pivoted at point 96. in

a head 96 forming part of the device W.

it will be seen. then, that vertical movements of rod 91 will shift the cam around its pivotal point 96 as a center, and that the distance which the cam is shifted from 7 its uppcrlnost position is substantially proportioual to the actual speed of the vehicle.

The speed limit device W comprises three cylinders 33, 34 and 38 in axial alignment, which cylinders are provided with pistons 30. 31 and 32 respectively. Pistons 30 and 31 are rigidly connected by a rod 97, which rso rod carries the head 96 to which the cam N is pivotally attached. It will be seen, there fore, that longitudinal movements of these two pistons will cause the cam to be shifted in a horizontal path. Air pressure from a suitable source, such as the main reservoir of the braking system, is constantly supplied to the left-hand end of cylinder 34 and to the right-hand end of cylinder 33 by a' pipe 98, and owing to the difference in the sizes of pistons 30. and 31 this pressure alone biases these two pistons to the right. Entering the right-hand end of cylinder 34,

. however, is another pipe 99 to which air pressure is at times supplied from the same source. \Vhen this occurs, the pressures on the opposite sidw of piston 31 are opposite and equal, so that the two pistons and 31 and the cam N are then shifted to the extreme left, that is, to the positions shown in the drawing, by the air pressure on piston 30. The pistons and cam are then in what I will term their high speed position. Air

ressure is at times supplied to the rightliand end ofcylinder 38 from the same souroe h y a third pipe 100. If, then, pipe 99 is to atmos here, piston 32 will move to the extreme le t,'and pistons 30 and 31 and cam N will move to the right until they are stopped by a rod 32 projecting from piston 32, and so the cam N will then occupy an intermediate position. The pistons and cam then occupy what I will term their intermediate speed position. If pipes 99 and 100 are both opened to atmosphere, pistons and 31 will move to the right and will move piston 32 to the right also, so that pistons 30 and 31, and the cam will then occupy extreme right-hand posi tions, which I will tcrrn their low speed position.

The cam N is so designed and proportioned that when it is in the extreme left or high speed position, if the actual speed of the vehicle exceeds a predetermined high speed, such as (35 miles per hour, the lower surface of the cam will press downward on stem 24 of valve D and will open this valve. When the cam N is in its intermediate speed position", if the speed of the vehicle exceeds an intermediate value. such as miles per hour, the valve D will he opened. When the cam N is in the extreme right or low speed position, valve D will be opened if the speed of the vehicle exceeds a low value, such as 15 miles per hour.

- The supply of air from the main reservoir to pipe 100 is controlled by a valve 36, which in turn is Controlled by an interme diate speed magnet M This magnet and valve are so arranged that when the magnet is (lo-energized the valve disconnects the pipe 100 from the main reservoir and connects this ipe with atmosphere through an exhaust i 37; but that when the magnet of a source of current, througlz the upper 75 point ofcontact 41 of rela wire 39, magnet M, and wire 40 to the other terminal 0 of the source of current. The source of current itself and the parts of the circuit which do not pass through the 30 parts of the apparatus shown in the drawing are omitted for the sake of simplicity. It will be seen that magnet M is energized or tie-energized according as relay R" is energized or not. The hlgh speed magnet M 35 is similarly controlled by thmupjaer point of a contact 41 of a high speed'relay R, the circuit for this magnet being obvious from the drawing. The relays R and R are controlled by a polarized relay P in such manner that one relay or the other is energized according as armatnm contact 42 of the relay P is swung in one direction or the other. The circuit for relay R" is from one terminal B of a source of through contact 42-49 of relay P, wires 43 and 44, relay R and wire 45 to the other terminal 0 of the source of current. The corresponding circuit for relay R is controlled by contact 42-50 P, and will be obvious from the drawing.

The circuits which have just. been traced for relays R" and R are in the nature I pick-up circuits, and are merely for 15th purposes of reliminary these relays. ach relay is further provided with a holding circuit including acon-tact controlled by a shoe 51 which 18 arranged to coact with ramp rails A located in the trackway. This shoe 51 tacts 46 and 52 which contacts are normally closed but are opened each time that shoe 51 is raised b a ramp rail A. The,holdin circuit for re ay R" is from one terminal of a source of current, through contact 46, H6

wire 47, contact 48 of relay R, wlre 44 winding of relay R, and Wire 45 to the other terminal 0 of current. The. circuit for relay R is controlled by contact 52 and by a contact 48 of 120 the relay itself, and the drawing without One terminal of the connected with a wheel will be obvious from further explanation.

polarized relay P is or axle of the vehicle at the point indicated by the referencelz-i byam current of polarized relay energization of H15 controls two con- 1 t0 the same source of cur- rent with ramp rail A and a track rail of the railway. It follows that when the shoe 51 engages with ramp rail A, relay 1 will be energized in one direction or the other accoriiing as the positive terminal of the lastmertioned source of current is connected with ramp rail A or with the track rail; ohvionsly. if this source of cm" div is not connected with both the ram" rail and the track rail. relay P will .remain tie-energized. I will assume for pur oses of discussion that when the positive terminal of the trackway source is connected with the ramp rail A, relay P is energized in such direction as to close contact 42-49 and so to energize the high speed relay R.

The valve Q, referred to hereinbetore, comprises a cylinder 101 containing a plunger 102. When this plunger is in its uppermost position, as shown in the drawing, pi-ie 3 is connected with pipe 4, but when th-' plunger moves downwardly it covers th opening to pipe 4 and so prevents the fic v of air from pipe 3 to pipe 4. Plunger 10.. is biased downwardly by its own weight anu by a spring 103, but'is normally held in its elevated position in opposition to these forces by the action of the air pressure in pipe 3 on the under side of the plun ger. T e position occupied by the plunger ls'determined by the pressure on the upper side thereof, and this pressure is controlled in part by a slide valve 104 and in part by a timing valve G". The upper end of cylinder 101 is constantly connected with the valve U through a port 105 and a-.pipe 106. Vhen the slide valve 104 is in its left-hand position, as shown in the drawing, 'the upper end of cylinder 101 is opened to atmosphere through a cavity 108 in the valve and an exhaust port 107, so that plunger 102 is then elevated as shown. W'hen the slide valve 104 is in this left-hand position, air from the main reservoir is supplied to a timing reservoir T through a pipe 109, the chamber 111 in which valve 104 operates; and a pipe 11 If, now, slide valve 104 is shifted to the right, it will disconnect port 105 from the exhaust port 107; and it will also dis connect the timing reservoir T from the source of air pressure and connect this reservoir with port 105. The pressure in the timing reservoir will then be applied to the top of plunger 1.02. and since this pressure added to the action of the spring 103 and the weight of the plunger will overbalance the air pressure on the under side of the plunger, the plunger will be shifted to its lowest position. The pressure in the timing reservoir will he graduallv reduced, however. owing to the escape of air through. the timing valve G, as hereinafter explained, and hence when this pressure reachcsa certain value as determined by the force exerted by spring 103, the plunger 102 will again rise. The time which will elapse before the plunger rises will depend on the rate of flow of air through the timing valve G, and this rate is determined as follows:

The timing valve G comprises a chamber 112 into which the pipe 106 opens, and this chamber is provided with an opening 113 leading to atmosphere. W'orking in this opening 113 is a tapered stem 114 which is attached to a cross bar 115 mounted at the lower end of the centrifuge rod 91. The position of the stem 114 in the opening 113 depends, then, on the speed of the vehicle. When the vehicle is at rest or is running at less than the intermediate speed (35 miles per hour). the lower portion of the stem substantially closes the opening 113, but as the speed gradually increases above 35 miles per hour, the tapered portion of the stem passes down through the opening and so forms an annular orifice of gradually in creasing area. The shape of stem 114 is such that when the speed of the vehicle is above 35 miles per hour and the timing reservoir T isconnccted with the timing valve G, the pressure in the reservoir changes from the initial value (main reservoir pressure) .to an ultimate value (at which plunger 102 rises) in a time interval which depends on the actual speed of the vehicle, and the varia- 5 tion of this time interval in accordance with speed is such that the lower the speed the greater the distance the vehicle will travel before plunger 102 rises. At- 65 miles per hour the opening to atmosphere from valve (1" is maximum. and the pressure in the reservoir '1 then reaches its ultimate value almost instantly. Returning now to the valve Q, the position of the slide valve 104 is controlled by a piston 116 rigidly connected with the slide valve and operating in a cylinder 116. This piston and the Slide valve are biased to the right by a spring 117, but when no other force acts on the left-hand side of the piston the action of this spring is over-balanced by the main reservoir air pressure on the right-.

hand side of the piston so that the slide valve is held in its extreme left-hand position as shown. The pressure on the lefthand side of piston 116 is governed by a double valve 118. which in turn is controlled by a magnet U the control being such that when the magnet is (lo-energized the lefthand end of cylinder 116 is opened to atmosphere through a port 119, but that when the magnet is energized this end of the cyllnder is disconnected from atmosphere and is connccted with the main reservoir of the braking system through a pipe 120. Under this last-mentioned condition, the air pressures on the two sides of piston 116 are balanced, so that this piston and the slide valve 104 are shifted to the right by spring 117.- v

Magnet U is provided with a circuit all which is controlled by the lower point of contact 41 of high speed relay B. so that when this relay is energized, magnet E is tie-energized. and vice-versa.

Valve Q is governed hv a timing reservoir T, a timing valve (l and a magnet U, which parts are similar in all respects to the corresponding parts which govern valve Q", except to valve G 7 The parts of this valve G are so proportioned that when the vehicle is at rest this valve is substantially closed, when the vehicle is running at 35 miles per hour, the valve is wide open. and that at speeds between these two limits the area of opening of this valve varies in such manner that the lower the speed the greater the distance which the vehicle will travel before plunger 102 rises. Magnet U is controlled bv relay R in the same manner as magnet U" is controlled by relay R. As

shown in the drawing, relay R is de-ener-- gized, so that magnet U is energized. Plunger 102 is in the elevated position, however. because it is assumed that slide valve 104 has been in the right-hand position long enough for the pressure in the timing reservoir T to become reduced substantially to atmospheric value due to the flow of air through valve G Referring now to Fig. 2, the reference characters H and H designate the track rails of a railway along which traffic normally moves in the direction indicated by the arro w. These rails are divided by suitable means, such as by insulated joints 65, into a lurality of successive block sections J-K, -L, etc. Located adjacent the entrance of each block is a signal which is designated by the reference character 5 with an exponent corresponding to the location of the signal. The controlling means for these signals forms no part of my invention. and hence is omitted from the drawing for the sake of simplification. Each signal is so controlled as to indicate stop when the correslninding block is occupied. caution when the corresponding block is unoccupied and the block next in advance is occupied, and proceed when the cone spending block and the block next in advance are hoth unoccupied; for exampie. as shown in F ig. 2. the block immediately in advance of location L is occupied hy a vehicle Z, so that signal 3* indicates stop. signal S indicates caution, and signal S indicates 'proccedf Located at or near the entrance end of each block is a ramp rail A. and located in the rear of each ramp rail A is a second ramp rail A. Each ramp rail A is located in the rear of the adjacent signal a distance equal to maximum braking distance for trains travelling at 35 miles per hour, plus a factor of safety, as may be retpiircd. Each of these ramp rails is arranged to 0021012 With in such manner that the shoe is elevated to open contacts -16 and 52 each time that the shoe passes over one of these rails. Current is at times supplied to each ram rail A by an \ad acent source of current and,

similarly, current .is at times supplied to each ramp rail A by an adjacent source E. Considermg first ramp A, the supply of current therefor is controlled by contacts 54 and 5.) operated by the adjacent signal S, the control being such that when the signal indicates proceed (see signal S) the positive terminal of the source E is connected with the ramp rail A and the ne ative terminal with the lower track rail I ;.but that when the signal indicates caution" (see signal S), the polarity is reversed, so that the negative terminal of the source E is connected with ramp rail A and the positive terminal with the track rail H. \Vhen the signal indicates stop (see signal S), the

7 follows Referring first to Fig. 2, I will assume that while the vehicle Z is in the position shown on the drawing, a second vehicle Z equipped with the a paratus shown in Fig. 1. approaches block il -K, and that the parts of the apparatus on'this second vehicle are in the positions shown in Fig. 1. As this second vehicle passes over ramp rail A in the rear of location J, the shoe 51 will be elevated to open the holding circuit of the high speed relay R, but at the same time polarized relay P will be energized in such direction as to close the pick-up circuit for this relay because the positive terminal of the adjacent source E is connected with this ramp rail. Then as the shoe 51 passes off of rail A", the holding circuit for this relay R will he closed at contact 46. High speed magnet M consequently remains energized, so that the vehicle can proceed at miles per hour or less. Ramp rail A at location J is connected with the positive terminal of its battery E, so that the same operation takes place as the vehicle passes over this ramp rail. The vehicle may then proceed into block J-K at full speed. Rail A immediately in the rear of location K is com nectcd with the positive terminal of its but tcry E, so that the same operation again takes place as the vehicle passes over this ramp rail. Ramp rail A at location K is. however. connected with the negative terminal of its battery E. so that as the. vehicle passes over this ramp rail. polarized relay I will beenergized in such direction as to close the pick-up circuit for the intermediate speed relay It. The high speed relay R. of course, heroines de-ei'iergized. because its holding circuit is opened at contact 46. The opening of relay R causes the high speed magnet M" to become tie-energized, so that the supply of air to pipe 99 is discontinued and this pipe is opened to atmosphere. The intermediate speed magnet M becomes en er'gized. however. so that air is supplied to the cylinder 39 through pipe 100, thereby moving piston 3'2 and piston rod 32 to the left. (am N is then moved to the right until it is stopped and held in its "intermediate speed position by piston rod 32". If the vehicle is then traveling at a speed higher than 35 miles per hour. this cam will open valve l whereupon plunger 18 will descend. thus opening pipe 16 to the interior of cylinder 9. The de-energization ot' relay it causes magnet 1* to heroine energized. so that slide valve 104 is shifted to the. right. thus connecting reservoir T with the upper end of cylinder -1tlt. Plunger [02 will then move downwardly and so will disconnect pipe 3 from pipe 4. (lf course. the parts must he so designed that valve Q" will close before plunger [8 descends. If the speed of the vehicle is (35 miles per hour at this time. valve G" will he wide open. so that the pressure in reservoir T will almost instantly decrease to its ultiniate value. that i to such value that plunger 102'. will again risc. \Vhen this occurs. it valves l" and V' are still open. pipe 3 will be opened to atmos phere through pipes 4. 16. etc. and so the valve device I will operate to cause an antw matic application of the brakes. The speed will then he reduced insubstantialaccordance with curves T4 and T4 in Fig. land will stop at point (37. It. however. the engineer recognizes the indication given hy signal and moves his hralte valve handle to service position at or just helorc the moment that shoe 5t engages ramp rail A. pipe ti will he disconncctcd from atmosphere by valve V and so an automatic application of the brakes will be prevented. Assuming that the engineer operates the hralte valve handle as just dcs rihed. then after the predetermined service brake application has been ctlcctorl, the pistons ill. 15 and 11 of the valve device V will move to the left. so that the engineer may thereupon rcturn his hra ltc valve handle to the lap p sition and the au- Zolnnlic lualtc application will still he pre vcincd. The speed of the \Pliit'lc will then he gradnal v reduced substantially in accordance with the curve T4. and when the speed is reduced to slightly under 35 milcs per hour. cam X will allow valve D to close, so that plunger 13. will rise: the engineer may then release the brakes hy the proper manipulation of his brake valve handle and the. vehicle may proceed at a speed of 35 miles per houror less, as indicated by' line 75 until ramp rail A reached. That is, the engineer may release the brakes at the point T1 in Fig. :2 or shortly thereafter. without cansi 11;: an automatic brake application. I will now assume that when the vehicle passes point it its speed is 60 miles Der hour. The area of the orifice of valve G" will then he less than before. so that an appreciable time interval will elapse before plunger 10:2 will rise: that valve Q will not conne t pipe 3 with pipe 4 until the vehicle reaches the point tilt in Fig. 2. If, upon reaching this latter point. the engineer fails to apply thc hralces. valve device- F will act to cause an automatic application. whereupon the vehicle will again be brought to rest at .ll v the point GT. If. however. the Qllg'Hli'Pl manipulates the brake valve handle to cause hrahc appli 'ation at or just before the vehicle reaches the point 68, pipe ('1 will be disconnected from atmosphere and so the automatic application will be prevented. If the engineer effects the predetermined brake application and then moves his brake valve handle to the lap position, the speed ol the vehicle will he gradually reduced in accordance with the curve T4. and the brakes may be released as before at point, Tl. it the speed of the vehicle at point K is Fill miles per hour. the automatic application will h delayed until the vehicle reaches point 09. so that the engineer may delay the manual application until just before the vehicle reaches this point. and may release the hraltes at point 71. it follows. then. that the lower the speed of the vehicle at l -ation K. the q'reatcr will be the time interval before the automatic hrakc application occurs. and so the greater will he the distance which the vehicle may proceed into the hlock before it is necessary for the engineer to cause a manual application of the brakes. Assuming that. a manual application is always made just before an automatic application would occur, it follows that regardless of the speed of the vehicle it will always be reduced to a speed of 35 miles per hour at. substantially the point Tl. and that the brakes may then be released at the latter point.

Ramp A in the rear of point L is disconnected from its source of current so that as the shoe 51 passes over this ramp rail, the interuil-diate speed relay ll will hecome tlc-cncrgizeil. This causes de-energization ot' the intermediate speed magnet M. so that the righhhand end of cylinder 38 is discon nc ted from the supply of air and is connected with atmosphere. (,am N then moves ti its 'eiitreme right-hand or low speed position. 1f the vehicle is then traveling at 15 miles per hour or more, the cam N Will again open valve D. whereupon plunger 18 will again nova; downwardly to connect pipe 16 with the interior of valve device V. The energization of relay R at location K has caused magnet U to become de-energiz'ed so that slide valve 104 has been returned to its left-hand position, thus permitting tim ing reservoir '1 to become charged to full pressure from the main reservoir. On reaching ramp rail A in the rear of signal S, relay R again becomes de-energized, thus causing energization of magnet U, which in turn causes the slide valve 104 to be shifted to the right. The pressure in timing reservoir T is then applied to the upper surface of plunger 102*. so that this plunger descends prior to the descent of plunger 18. If the speed of the vehicle at ramp rail A is 35 miles per hour. the timing valve G will be wide open, so that the pressure in reservoir T will he reduced to its ultimate value almost instantl v whereupon plunger 102 will again rise. gineer does not apply the brakes manually prior to this operation of plunger 102. an automatic application (it the brakes will occur, so that the speed of the vehicle will be reduced sul'istantially in accordance with curves 76 and 76. whereupon the vehicle will be brought to a stop at point (55, that is at or in the rear of signal S. If, however. at or just prior to the instant that shoe 51 contacts with ramp rail 1 the engineer moves his brake valve handle to the service position. the automatic application of the brakes will be. prevented and the brake valve handle can he returned to the lap position after the predetermined service application has become clfective. The speed of the vehicle will then he reduced substantially in accordance ith curve Tl) and when the point 73 is reached. that is when the speed of the vehicle 1;, reduced to in miles per hour, the hrakes may he released and the vehicle may proceed at 15 miles per hour or less into the block occupied by the vehicle Z. Assuming now that the speed of the vehir-le at ramp rail A is only 20 miles per houix the area of the orilire of valve (1 is considerably less than hetorc. so that plunger 102 will not rise until the vol icle reaches point Ti It the engineer causes a manual application of the brakes at or before point T0 is reached. the automatic application will be prevented and the ln'altcs lea ed at point T l. it will thu be seen that the lower the speed ol the vehi le at ramp rail A. the farther thrtllltltt may prorevd beyond this point hel'oro it is ncvessarv tor the engineer to move the hrakr v. i"? ilililiilt' to avoid an applivation ll the brakes. it follows, the-n, that regardless of the speed of It the en may again he re-- the vehicle (as long as it is between 16 and 35 miles per hour) at ramp rail A, the engineer may by roper manipulation of the brake valve hand e, control the train so that the speed will always be reduced to 15 miles per hour at substantially the. point 73.

Of course, if the speed of the vehicle does not exceed 35 miles per hour between points K and A, cam N Will not open valve D, so that no automatic application of the brakes will occur between these points. Similarly, if the speed of the vehicle does not exceed 15 miles per hour between ramp rails A. and A at location L, valve D will not be opened and so no automatic application of the brakes will occur.

While the vehicle Z is passing through block J-K, if the speed should at any instant exceed 65 miles per hour, cam N will open valve D and so will cause an automatic application of the brakes unless a manual application is made as soon as such speed is exceeded. In other words the apparatus imposes a continuous high speed limit as well as other limits, under given conditions.

llhere, in the accompanying claims I have used the expression danger conditions in advance, or expressions of like import, i refor to the conditions 'vv'hich exist when a vehicle enters the block in the rear of an occupied block, or when the vehicle passes ramp rail A in the rear of an occupied block, or when the vehicle enters an occupied block, or when the vehicle enters a stretch of track through which safety requires a speed lower than maximum. All othertraitic conditions are known as "proceed" conditions.

here in the accompanying claims I have used the expression apparatus having a proceed or a danger condition." or expressions of similar nature, I refer to the apparatus which imposes certain limits on the speed of the vehicle. the high speed condition of this apparatus being its proceed condition and both the. intermediate and the low speed conditions ol this apparatus living: danger conditions.

l do not in the present uppli atinn claim the combination of automatic apparatus for applying the iakes and manually upei' able means Bil P tlYQIHHlP certain voildi tions to prevent operation of said apple ratus, such ombinatiou being diwlowd and claiineijl in my mrpcndiup; application tiled on the lZth dag. of September. ll-lift erial No. 2532547 tor railwa} tratii-s rontwhing appz-iratus.

il do not in the pr ent any ilaini tor the hr ml toniatic apparatus tor-up and means for preventing th ilittl ra upln-s are 'salv'ii" i oil-lulu;

nmihination being tllStili'JrlGil ind cla med in my (o-pending application. Serial No. 2.537%. tiled on the lQth day of September, 1918, for railway tral'lic controlling apparatus.

Although I have herein shown and descrihed only one form of apparatus embodyin g, niv invention, it is understood that l? rious changes and modifications may be ma" therein within the scope of the appeni'letl' claims without departing from the spi at and scope of my invention.

Having thus described my invention. What I claim is:

1. Railway trallic controlling apparatus comprising means on a vehicle controlled from the traclnvay for permitting max'innun speed under clear trallic conditions in advance and for applyin; the brakes it the vehicle exceeds a fixed subamiximuin speed limit under restrictive trallic conditionsiu advance. and slow-:u-tinn means on the vehicle set into operation when an indication o't restrictive trallic conditions is received for preventing operation of said liral e-applying means for a variable distance of vehicle travel depending on thor-pccd oi the ve hicle.

2. Railway tra'tlic controlling comprising means on a vehicle from the trackway l'or applying; the brakes it"the vehicle exceeds a tixcd sub-maxinntm speed limit under restrictive trallic conditions. and slow-rating: means on the vehicle set into operation when a restrictive indication is received for preventing operation of said hrake-applyiup means for a variable distance of vehicle travel speed oi the vehicle.

3. Railway tra'llic controlling apparatus comprising a railway vehicle, a lluid pressure reservoir thereon. means on the vehicle controlled from the tracliwav for varying the pressure in said reservoir at a rate dependent upon the speed of the vehicle when traffic conditions inadvance are dangerous, and brake application means on the vehicle controlled by the pressure in said reservoir.

4-. Railway traliic controlling apparatus comprising a railway vehicle. a, fluid pressure reservoir thereon. means on the vehicle controlled from the traclzway l'or maintaining a constant pressure in said reservoir or for initiating a change in said pressure according to trallic conditions in advance. mean on the vehicle for causin; the rate of variation of the pressure in said reservoir to be dependent upon the speed of the vehicle. and lit'illit' application means on the vehicle controlled by the pressure in said reservoir.

Rail 'ay tratlic controlling apparatus ('tlnllll'lfilllg a railway vehicle. a fluid pressure rcscrvoir thercou. means on the vehicle controlled from the tracluvay for maintaining: a constant pres uriiusaid reservoir or for initiating a change in said pressure ac apparatus controlled Sl\'( means on the vehicle for depending on the cording to traffic conditions in advance,

means on the vehicle for causing the rate of variation of the pressure in said reservoir to be dependent upon thespeed of the vehicle,

and brake application means on the vehicle controlled by the pressure in said reservoir and set into operation upon the completion or a predetermined change of the pressure in he reservoir.

6. Railway traliic controlling apparatus comprising a vehicle,'a fluid pressure reservoir thereon, an exhaust orifice, means on the vehicle controlled from the trackway for connecting said reservoir with a source of fluid pressure or with said orifice according to traffic conditions in advance. speed-responvarying the area of said orifice. and brake application means on the vehicle controlled by the pressure in said reservoir.

7. Railway trallie controlling apparatus con'iprising means on a vehicle controlled from the traclnva and operative when a restrictive indication is received to determine a fixed subanaxinnun speed limit. a brake application device controlled by said means and set into operation it the vehicle exceeds said speed limit, and apparatus interposed lictweei: said means and said device for preventing application of the brakes for a variable distance of vehicle travel depending on the speed of the vehicle.

8. Railway trallie controlling apparatus coiii.prisii ig means on a vehicle controlled from the track ay for giving; a caution indication and a danger indication. apparatus on the Vttllt'le for applying the brakes if the vehicle exceeds a fixed sub-maximum speed when the caution indi ation is received. and a lower fixed sub-maximum speed when the dang-1a: indication is received, a slow-' actingdevice set into operation when said caution indication is received for delaying the brake application for a variable distance interval of vehicle travel depending on the vehicle speed. and a second slow-acting device sct into operation when the danger indication is received for delaying the brake application for a variable distance interval of vehicle travel depending on the speed of the vehicle.

9. Railway trallic controlling apparatus munprisinr means on a vehicle controlled from the trackway for giving a caution indication and a danger indication. apparatus on the vehicle for applying the brakes if the vehicle exceeds a fixed sub-maximum speed when the caution indication is received. and a lower fixed suhauaxinnun speed when the danger indication is received, and slow-actinc mcam set into operation when either of said indications is received for delaying the bralxc application for a 'ariable distance in terval of vehicle tavel depending on the speed ot' tl ehicle.

10. Railway traffic controlling apparatus comprising means on a vehicle controlled from the tracltway for determining a fixed sub-maximum speed limit under restrictive traffic conditions, slow-acting apparatus set into action when a restrictive indication is received on the vehicle and requiring for its operation a variable distance of vehicle travel depending on the speed of the vehicle, and a device on the. vehicle for applying the brakes when the operation of' said slmw acting apparatus is completed if the speed of the vehicle then exceeds said fixed limit.

11. Railway tralfic controlling apparatus comprising a railway vehicle, means thereon controlled by the speed of the vehicle and arranged to change, from an initial condi tion to an ultimate condition in a distance interval which varies with the speed of the vehicle in such manner that the lower the Speed the greater the interval, brake application apparatus set into operation "when said means reaches the ultimate condition, and means controlled from the traekway for setting said means into operation,

12. Railway traffic controlling apparatus comprising a railway vehicle, means thereon controlled by the speed of the vehicle and arranged to change from an initial condition to an ultimate condition in a distance interval which varies with speed in such manner that the lower the speed the greater the interval, apparatus on the vehicle for settinp said means into operation under dangerous traffic conditions in advance, and brake application apparatus set into operation when said means reaches the ultimate condition if the speed of the vehicle then exceeds a fixed sub-maximum value.

13. Railway traffic controlling apparatus comprising a railway vehicle, means thereon controlled by traffic conditions in advance for imposing a fixed 1 intermediate speed limit and a fixed low speed limit, brake application apparatus controlled by said means for applying the brakes if the vehicle exceeds said speed limits, and slowacting" means interposed between said means and said apparatus for delaying the operation of said brake application apparatus for a distance interval which depends upon the speed of the vehicle.

14. Railway traffic controlling apparatus comprising a vehicle, means thereon responsive to dangerous traffic conditions in advance for imposing a fixed speed limit onthe vehicle, brake application apparatus controlled by said means for applying the brakes if the vehicle exceeds said fixed speed limit, and slow-acting means interposed between said means and said apparatus for preventing application of the brakes for a variable distance of vehicle travel depending on speed.

15. Railway traffic controlling apparatus comprising a vehicle, brake application apparatus thereon,- a speed responsive device on the vehicle, a cam shifted in one path by said speed responsive device, means on the vehicle controlled by traffic conditions in ad 70 vance for shifting said cam in another path to impose fixed speed limits on the vehicle, means on the vehicle controlled by said cam for setting said brake application apparatus into operation when the actual speed excecds the permissive speed as determined by the position to which said cam is shifted by said means, and slo\v-actin; means for de laying the operation of said bralie application apparatus for an interval of' distance which is depemlcnt upon the spced'of the vehicle.

16. Railway trafiic controlling apparatus comprisinp a vehicle, automatic apparatus thereon controlled by traffic conditions in advance for causing an application of the brakes if the speed of the-vehicle exceeds a fixed value under restrictive traffic conditions, means for delaying'tl'ie, application of the brakes regardless .of'. ehicle speed for a variable distance of vehicle travel which depends on the speed of the vehicle, and means acting when the brakes have been applied manually by the operator of the vehicle for preventing an application by said automatic apparatus.

17. Railway traffic controlling apparatus comprising slow-acting means on a vehicle requiring for its operation a variable distance of vehicle travel depending on the'100 speed of the vehicle, means controlled from the trackway for setting said means into operation when a restrictive indication is received, apparatus on the vehicle for applying the brakes when the operation of said slow-acting means is completed if the speed of the vehicle then exceeds a fixed sub-maximum .v'alue, and means on the vehicle for preventing operation of said brake-applying apparatus upon completion of the operation of said slow-aeting means even though the vehicle speed then exceeds said fixed value if the brakes have alread been applied manually by the operator 0 the vehicle.

18. ailway traffic controlling apparatus comprising means on a vehicle controlled from the trackway and effective under restrictive traffic conditions to cause an automatic application of the brakes it the speed of the vehicle exceeds a fixed Sub-maximum speed, slow-acting means on the vehicle set into operation when an indication of restrictive traffic conditions is received for de laying the automatic brake application for a variable distance of vehicle travel depending on speed, and means for preventing an automatic brake application at the end of said distance even though the speed exceeds said fixed value if the brakes have already been applied by the operator of the vehicle.

19. Railway traffic controlling: apparatus comprising means on a vehi le controlled from the trackwuy and clfective under i'estrietive tt'zifl'ic conditions to cause an automaticappli ation of the hi'altes it the speed of the vehicle eweeds a fixed Illll-HltlXlHllll1] speed, slou acting means on the vehicle set into operation when an indication of restrietive trnfii conditions is received for delaying the automatic hrake application for a varialile distance of vehicle travel depending on speed. and means for preventing: an automatic ln'alte application at the end of said distance even, though the speed eizr-eeds said fixed value if the engineens hraltc valve handle is then in brake-applyim, position.

20. Railway traflic controlling apparatus comprising means on a vehicle controlled from the trackway and effective under restrictive traffic conditions to cause an autol'llltlt' application of the brakes if the speed of the vehicle exceeds a lixed sub-maximum speed. slow-actin; means on the vehicle set into operation when an indication of restrictive tratlic conditions is received for delaying the automati lirake application for a variable distance of which travel depending on speed. and means for preventing an autoniatic hrake application at the end of said distance even though the speed exceeds said fixed value it a ln'alv application of given fUl't't has already lawn made by the operator of the vehicle.

In testimony whereof I afiix my signature in presence of two witnesses:

FRANK H. NICHOLSON. Witnesses:

A. .HERMAX 'EGNER, Lnorn \HRGIL LEWIS. 

